DE102010049907B4 - Self-adjusting mechanisms for clutches - Google Patents

Abstract

An actuation and wear compensating assembly for a friction clutch, comprising in combination: a lever arm (82, 112) having a first actuator end and a second pivot end, a linear actuator having an output coupled to the first end, the lever arm (82, 112 ) has a location between the ends where a force is applied to a friction clutch, and a wear compensation mechanism associated with the fulcrum end, the wear compensation mechanism having a linear clean-up clutch with a unidirectional moving element close to the lever arm (82, 112) is coupled to the fulcrum end and includes means for displacing the moving member toward the lever arm (82, 112), wherein displacement of the moving member compensates for clutch lining wear, the moving member including a piston (204) having a fluid chamber (210), and wherein the means for Ve rearing the moving element comprises pressurized hydraulic fluid that is deliverable to the fluid chamber (210).

Description

TERRITORY

The present disclosure relates to adjustment mechanisms for clutches, and more particularly to wear compensation adjustment mechanisms for automotive clutches for single and dual clutch transmissions.

BACKGROUND

The statements in this section merely provide background information related to the present disclosure and may or may not be prior art.

Motor vehicle transmissions are often divided into two distinct classes: manual transmissions and automatic transmissions. Manual transmissions typically include multiple driver-selected gears and a manual (foot-operated) clutch, while automatic transmissions generally control the course of gear selection and clutch actuation without active driver sharing.

A recent addition to the transmission repertoire combines elements of both manual and automatic transmissions: the dual-clutch transmission or DCT. The dual clutch transmission uses intermeshing pairs of gears and synchronizer clutches much like a manual transmission but with a pair of friction clutches. Since the selection and engagement of gears and clutch are typically under the control of an electronic control system (transmission control module or TCM), the dual clutch transmission essentially functions as an automatic transmission.

The intermeshing gears are arranged in a dual-clutch transmission such that alternate gears in an upshift sequence (or downshift sequence), e.g. B. the first, third and fifth, one of the two clutches are assigned, and the intermediate, alternating gears, z. B. the second, fourth and sixth, the other clutch are assigned. In this way, while a gear and a clutch is engaged and operating, for example, the second gear, the next higher gear in a shift-up sequence, for example, the third gear, synchronized with a drive shaft and connected, so that the actual switching from the second to the third Gear basically simply involves disengaging one clutch and engaging the other clutch.

This shift sequence of dual-clutch transmissions provides very fast upshifts and downshifts of adjacent gears and is one of the most desirable and appreciated features of this transmission type. Switching times of about 200 milliseconds or less are achievable by such transmissions.

To achieve such reduced switching sequence times, it is necessary, among other considerations, to reduce the clutch travel to a minimum. It is easy to see that an excessive clutch advance travel, i. H. the path of the clutch actuator and linkage from a released position to an applied position simply delays a desired clutch and transmission action. Moreover, as the clutch facing material wears, the advance path increases, thus further effectively slowing down the clutch response time. Consequently, it is highly desirable to configure both a single and dual clutch transmission clutch to reduce the advance travel and provide optimum clutch response time. The present invention is so oriented.

EP 1 703 160 A1 discloses an adjusting device for a disengaging device of a friction clutch. When wear of the friction clutch, the device provides the bearing point of the clutch lever in the axial direction.

EP 0 699 844 A1 discloses an arrangement for a clutch which adjusts the pivot point of a clutch lever when wear of the friction elements of the clutch occurs.

SUMMARY

The object of the invention is to provide an improved wear compensation mechanism for friction clutches of vehicles.

To solve the problem, an actuating and Verschleißkompensationsanordnung with the features of claim 1 and a friction clutch with the features of claim 6 are provided. Advantageous embodiments of the invention are described in the dependent claims, the description and the drawings.

DRAWINGS

1 Fig. 4 is a full sectional view of a clutch for a dual-clutch automotive transmission which does not form part of the invention;

2 Fig. 3 is an enlarged side elevational view of a clutch lever arm and an adjustment mechanism which does not form part of the invention;

3 Fig. 4 is a greatly enlarged sectional view of a portion of a clutch lever arm and an adjustment mechanism which does not form part of the invention;

4 Fig. 10 is an enlarged side elevational view of clutch lever arms and a hydraulic preload adjustment mechanism according to the present invention; and

5 Fig. 3 is an enlarged side elevational view of clutch lever arms and an adjustment mechanism with a mechanical preload that does not form part of the invention.

DETAILED DESCRIPTION

In 1 a dual main or input friction clutch for a dual-clutch transmission is shown and generally designated by the reference numeral 10 designated. The double input clutch 10 includes a stationary housing 12 , which are generally the active components of the coupling 10 surrounds, such. B. an input shaft 16 , with a drive unit (not shown) such. B. is coupled to a gasoline, diesel, flex-fuel or hybrid drive system and is driven by it. The input shaft 16 is with a clutch drive housing 20 coupled, in turn, with a clutch drive plate 22 is coupled and this drives. Both the front and rear surfaces are spaced apart printing plates: a first or front printing plate 26 and a second or rear pressure plate 28 , Between the front pressure plate 26 and the clutch drive plate 22 is a first selectively driven clutch output plate or disk 32 arranged, which is a friction material or a friction lining 24 on both surfaces. The first clutch output disk 32 is by first several rattle guard springs 34 with a first exit ring 36 connected to a first exit wreath 38 is attached. The first exit wreath 38 is by an intermeshing spline set 42 with a first output shaft 44 coupled. Preferably, the first output shaft comprises 44 a first bearing arrangement 46 near its front end, in the input shaft 16 is included. Between the back pressure plate 28 and the clutch drive plate 22 is a second selectively driven clutch output plate or disk 52 arranged, which is also a friction material or a friction lining 24 on both surfaces. The second clutch output disk 52 is by second several rattle guard springs 54 with a second output ring 56 connected to a second exit wreath 58 is attached. The second exit wreath 58 is by an intermeshing spline set 62 with a second output hollow shaft or drive element 64 coupled. Preferably, a second bearing arrangement 66 between the second output hollow shaft or drive element 64 and the clutch drive plate 22 arranged.

A first axially movable annular element 72 is with the first or front pressure plate 26 coupled and turns with it and extends to the back of the clutch 10 where it comes with a first diaphragm spring 74 engaged. The first diaphragm spring 74 is about the clutch cover plate 102 rotatably mounted and the inner end is connected to a first clutch bearing 76 with larger diameter in engagement. The clutch cover plate 102 is rigid on the clutch drive plate 22 attached. The first clutch bearing 76 is on the second hollow shaft or drive element 64 is guided by a first self-adjusting clutch actuation arrangement 80 shifted axially.

A second or rear pressure plate 28 extends to the back of the clutch 10 where she uses a second diaphragm spring 104 engaged. The second diaphragm spring 104 is in the clutch drive housing 20 around the clutch cover plate 102 rotatably mounted and its inner end is connected to a second clutch bearing 106 with a smaller diameter engaged. The second clutch bearing 106 is also on the second hollow shaft or drive element 64 is guided by a second self-adjusting clutch actuator assembly 110 shifted axially.

The first self-adjusting clutch actuation assembly 80 includes a first lever arm 82 acting as a second-class lever: at a first, upper end takes a hemispherical socket 84 a complementary hemispherical end 86 a first hydraulic piston 88 up inside a first cylinder 90 is included. The first piston 88 and the first cylinder 90 include appropriate seals 92 and a first input channel 94 receiving hydraulic pressure fluid that the first piston 88 extends, the first lever arm 82 and the first camp 76 in 1 shifted to the left, creating the first pressure plate 26 is indented. The second, lower end of the first lever arm 82 includes a hemispherical socket 96 and a passage opening 98 that a section 132A a wave 132 with reduced diameter of a self-adjusting arrangement 130 receives.

The second self-adjusting clutch actuating assembly 110 includes a second lever arm 112 that also serves as a second-class lever and the first upper end with a hemispherical socket 114 includes a complementary hemispherical end 116 a second hydraulic piston 118 that is inside a second cylinder 120 is included. The second piston 118 and the second cylinder 120 include appropriate seals 122 and a second input channel 124 receiving hydraulic pressure fluid that the second piston 118 extends, the second lever arm 112 and the second camp 106 in 1 shifted to the left, causing the second pressure plate 28 is indented. The second, lower end of the second lever arm 112 also includes a hemispherical socket 126 and a through hole 128 that the section 132A the wave 132 with reduced diameter of the self-adjusting assembly 130 receives.

In the 2 and 3 it can be seen that only the first lever arm arrangement 80 is shown because only the first lever arm 82 causes a self-adjustment of the clutches, as described below. It should be understood, however, that the self-adjusting arrangement 130 with both lever arms 82 and 102 is connected and sets this as in 1 shown. The self-adjusting arrangement 130 is essentially a Lineareinwegkupplung, as the fulcrum of the first lever arm 82 and the second lever arm 102 acts. The self-adjusting linear actuator clutch assembly 130 is inside an opening 134 of the stationary housing 12 attached and attached. The self-adjusting linear actuator clutch assembly 130 includes a tubular or cylindrical housing 136 , which is an annular ramp element 138 with a frusto-conical inner surface 142 picks up that with several balls 144 engaged. The balls 144 stand in turn with the wave 132 engaged. An intermediate wreath 146 is located between the shaft 132 and the housing 136 and includes a heel or flange 148 , The balls 144 are on one side of the flange 148 arranged and a compression spring 152 is on the opposite side of the flange 148 arranged and loaded the balls 144 in the direction of the annular ramp element 138 and the wave 132 in front. The wave 132 also includes a hemispherical surface 154 at the transition to the section 132A with reduced diameter and hemispherical friction reduction washers 156 , A fastening device 158 such as As a Aufschiebehalter or a similar component holds the lever arms 82 and 102 at the section 132A the wave 132 with reduced diameter.

The first lever arm 82 includes an extension 162 standing near a hub, neck or stop 164 of the housing 12 ends. As in 1 . 2 and 3 shown moves when the clutch friction material or the clutch friction lining 24 wears and decreases in thickness, the upper portion of the first lever arm 82 further to the left to achieve the same coupling effect as the coating 24 was thicker. Consequently, the extension touches 162 on the first lever arm 82 finally the hub or the stop 164 , When the first hydraulic piston 88 activated and shifted, the hub or the stopper acts 164 as the fulcrum of the shaft 132 from the self-adjusting arrangement 130 pulls and adjusts the fulcrum to the wear of the clutch lining 24 to compensate and reduce the flow path of the Kupplungsaktivierungsgestänges.

Two features should be noted and recognized. First of all, it can be seen from the foregoing description that only the wear of the first clutch causes self-adjustment. In a dual-clutch transmission, the clutches are assigned to alternate gears, z. As a first clutch to the first, third and fifth gear, a second clutch to the reverse gear, second, fourth and sixth gear. Thus, the clutch wear is usually quite uniform and the detection of the wear of a clutch and the use thereof as a basis for the adjustment of both clutches have been found to be satisfactory. Second, it should be apparent that the individual self-adjusting arrangement 130 thus is entirely suitable for use with a single clutch and a single lever arm in a conventional manual transmission.

In 4 is a self-adjusting mechanism of an embodiment of the invention shown and generally with the reference numeral 200 designated. Instead of the lever arm extension 162 and the approach or stop 164 (in 1 . 2 and 3 shown) incorporates the embodiment of the invention 200 a hydraulic self-adjusting device. As such, the embodiment according to the invention comprises 200 the tubular housing 136 , the annular ramp element 138 with the frusto-conical inner surface 142 that with the several balls 144 engaged, the intermediate wreath 146 with the paragraph or flange 148 and the compression spring 152 , An elongated wave 202 includes a section 202A of reduced diameter, with the lower ends of the lever arms 82 and 112 is engaged, and an enlarged diameter portion or a piston 204 with an incorporated O-ring seal 206 , A fluid chamber 210 gets through a channel with pressurized hydraulic fluid 212 Mistake. In the embodiment of the invention 200 detect or detect sensors (not shown) an enlarged path of the first and / or second lever arm 82 and 112 and a hydraulic controller (also not shown) provides pressurized hydraulic fluid to the fluid chamber 210 to the piston 204 and the wave 202 to shift to the pivot point of the lever arms 82 and 112 readjust. The annular ramp element 138 and the balls 144 act again as a linear clean-up clutch and hold the position of the shaft 202 after it shifts to compensate for clutch lining wear and reduce the flow path.

In 5 is a self-adjusting mechanism of an embodiment, not part of the invention, illustrated and generally designated by the reference numeral 220 designated. Instead of the lever arm extension 162 and the approach or stop 164 (in 1 . 2 and 3 shown) or the hydraulically assisted shaft 202 and the piston 204 the embodiment of the invention 200 incorporating the embodiment includes 220 not part of the invention, a passive biasing arrangement. Thus, the embodiment includes 220 which is not part of the invention, a shaft 132 ' with the section 132A with reduced diameter, the tubular. casing 136 , the annular ramp element 138 with the frusto-conical inner surface 142 that with the several balls 144 engaged, the intermediate wreath 146 with the paragraph or flange 148 and the compression spring 152 , An opening 134 ' in the case 12 is slightly larger than the opening 134 , in the 1 . 2 and 3 is shown, and takes several spring washers 222 such as B. disc springs or spring rings. The spring washers 222 see a passive bias force for the shaft 132 ' before that the displacement and adjustment of the pivot point of the lever arms 82 and 112 Supports to compensate for the clutch wear and reduce the flow path. To the assembly of the embodiment 220 , which is not part of the invention, can support a pen 224 within a transverse bore 226 be arranged, extending through the wreath 146 and the wave 132 ' extends to these components in the 5 held relative position until they are joined, at which time the pen 224 can be removed.

Claims (6)

Actuation and wear compensation assembly for a friction clutch, comprising in combination: a lever arm ( 82 . 112 ) having a first actuator end and a second pivot end, a linear actuator having an output coupled to the first end, wherein the lever arm ( 82 . 112 ) has a location between the ends where a force is applied to a friction clutch and a wear compensating mechanism associated with the fulcrum end, the wear compensating mechanism being a linear clean-way clutch having a unidirectional moving member connected to the lever arm (10). 82 . 112 ) is coupled near the pivot point end, and means for displacing the moving element in the direction of the lever arm ( 82 . 112 ), wherein a displacement of the moving element compensates for clutch lining wear, wherein the moving element is a piston ( 204 ) comprising a fluid chamber ( 210 ), and wherein the means for displacing the moving element comprises pressurized hydraulic fluid applied to the fluid chamber (12). 210 ) is available. Arrangement according to claim 1, wherein the linear actuator is a hydraulic piston and hydraulic cylinder assembly. Arrangement according to claim 1, wherein the linear clean-up coupling has a frusto-conical ramp arranged around the element and a plurality of balls ( 144 ) arranged between the ramp and the element. Arrangement according to claim 1, further comprising a friction clutch, which adjacent to the location on the lever arm ( 82 . 112 ) is operably arranged. Arrangement according to claim 1, wherein the unidirectional moving element is a shaft ( 202 ) and further comprising a pivot bearing operable between the shaft ( 202 ) and the lever arm ( 82 . 112 ) is arranged. A friction clutch having a wear compensating actuator assembly comprising in combination: an input shaft (14); 16 ) which is coupled to and drives a friction clutch drive element, an output shaft ( 44 ) coupled to and driven by a friction clutch output member, means for biasing the input and output members together, a lever arm (10). 82 . 112 ) with an actuator end and a pivot point end, a linear actuator with an output connected to the first end of the lever arm ( 82 . 112 ), a clutch bearing, wherein the lever arm ( 82 . 112 ) has a location between the ends where a force is applied to the release bearing, and a wear compensation mechanism ( 200 ), the pivot point end of the lever arm ( 82 . 112 ), the wear compensation mechanism ( 200 ) a linear clean-up clutch with a unidirectional moving element which is connected to the pivot point end of the lever arm ( 82 . 112 ) is coupled, and a means for displacing the moving element in the direction of the lever arm ( 82 . 112 ), wherein a displacement of the moving element compensates for clutch lining wear, wherein the moving element is a piston ( 204 ) comprising a fluid chamber ( 210 ), and wherein the means for displacing the moving element comprises pressurized hydraulic fluid applied to the fluid chamber (12). 210 ) is available.

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